Flying vehicle with lift generators

ABSTRACT

An aircraft is provided including a fuselage with a drive shaft in the fuselage, in which the drive shaft drives an aerodynamic generator consisting of an aerodynamic rotor which is attached to the shaft and an aerodynamic stator which is attached to the fuselage over the rotor. A control device which is responsive to control commands is attached to the fuselage and has an actuator for controlling the aerodynamic generator. The aerodynamic generator produces an aerodynamic force in response to the commands whose intensity, direction and sense of direction can be controlled through the control device, in which vertical lifting and landing are achieved by orienting the direction and sense of direction of the aerodynamic force vertically with respect to the horizon plane.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention is related to the field of aerotechnique, aeromechanicsand aerodynamics in general.

2. Description of the Related Art

The invention solves the problem of design of dynamic aircraft whichshould take off and land vertically, have possibility to soar in a bigspan of altitudes; intensity of aerodynamic force can be changedindependently on work of engine; direction of aerodynamic force can bechanged and tied to fuselage of the aircraft or set free from fuselageposition.

Several kinds of aircraft that are heavier than air have been inventedso far, such as: glider, hang glider, gyro din, convertoplan, colopter,airplane, and helicopter. However, among all these flying bodies onlyairplane and helicopter found use. But even these two aircraft have somemajor defects which make impossible their mass use as individual,family, private and cargo air means of transportation. Airplane's basicdefect is dependence on its takeoff power upon translational speed ofits motion. It is impossible for airplane to go upwards and downwardsvertically or to soar.

For take off and landing airplane needs special infrastructuralinstallations on land which are very expensive and take large area whichcan be find only in the outskirts of cities; so individual and familyuse of this aircraft, as mass means of transportation is out ofquestion.

Great minimum speed of the airplane while flying takes large wings′surface during takeoff and landing; which, during greater speeds,becomes extra gravitational load and extra unnecessary aerodynamicresistance. This large wings′ surface requires even extra strong pointin fuselage of the plane which becomes more massive and heavier. Allthat gravitational load and increased streamlined resistance require bigthrust; which requires big quantity and consumption of fuel, whichcauses larger wings′ surface and so negative characteristics appeardifferently. In this case thrust intensity does not depend directly ontranslational motion of′ the aircraft like airplane but the way thathelicopter produces aerodynamic force is much more ineffective than theway how wing of the airplane does it. Therefore, surface and angle ofattack of a rotor blade of a helicopter must be increased which bringsabout increasing of aerodynamic resistance which requires increaseof-engine power and increase of fuel consumption. This causes increaseof gravitational load which can be neutralized only by increasing ofrotor blades′ surface. However, this increase on one hand is limited byblade mass and it causes strong centrifugal load and bigger aerodynamicresistance; and on the other band, it is limited by peak of rim speedwhich should not be faster than speed of sound. If thrust coefficient ofthree blades is also added to this, it comes to peak point of possibleblade surface increase on rotor of helicopter and to a total thrustpower. This all reflects negatively on possible peak gravitational loadand maximum translational speed which is much lesser than translationalspeed of the airplane.

Design of helicopter is very complex beginning with necessity forpowerful engines which are mainly gas turbines which take very complexpower transfer and low-range geared system. Very complex head of rotorundergoes great centrifugal, aerodynamic, and inerted loads and blades′production is great challenge in production system.

For all this helicopter is expensive, uneconomical, and complicatedaircraft so it could not become mass means of transportation.

BRIEF SUMMARY OF THE INVENTION

Aeromobil unites all positive characteristics of airplane and helicopteralong with some genuine characteristics which neither has airplane norhelicopter nor any other known aircraft. Aeromobil generates necessarythrust power independently from its translational speed, so that itsblade-surface of rotor is used totally in each phase while flyingwithout any extra unneeded aerodynamic, centrifugal, and gravitationalloads. Thrust coefficient of its rotor blades is five times bigger thanthrust coefficient of airplane wings, and even many times bigger thanthe thrust coefficient on rotor blades of a helicopter. This makespossible reduce of blades′ surface on Aeromobil's rotor which resultsalso in reducing of a total weight of the aircraft, which also haspositive effects on necessary thrust power and fuel consumption.

Rotor blades in aerodynamic generators do not only have big thrustcoefficient but also low aerodynamic resistance-coefficient for theseblades during work do not produce inductive aerodynamic resistance andpractically they always act as a wing of an endless wave that results invery useful consequences: necessary engine power and fuel consumption.Aeromobil can develop translational speeds like a plane and thistranslational speed does not effect negatively work of its aerodynamicgenerators; moreover, speed is used as extra airstream in aerodynamicgenerators for produce of aerodynamic force. Streamlined shape of thefuselage provides produce of lift force by itself during bigtranslational speeds and so all aerodynamic power of generator isdirected towards vector of lift force.

The aircraft has got great translational speed; its vertical axis cantake up any direction in the space while aircraft soars; from everysoaring position it can start translational motion in any direction;translational speed of the aircraft does not influence negatively workof its active aerodynamic surfaces; it has favorable ratio of totalweight of the aircraft and useful load which is able to carry; controlsystem that makes possible using of all aerodynamic, maneuvering andflying possibilities of the aircraft; control efficiency that does notdepend on translational speed of the aircraft; simple, dependable,compact design of the aircraft; its production takes no complex andcostly technologies; it is economical and generating of aerodynamicforce demands no big fuel consumption.

All control moments of this aircraft are completely independent oftranslational speed which makes impossible for aircraft to have equalcontrol efficiency no matter which translational speed or direction isin question.

Aeromobil is simple, dependable, effective and economical aircraft. Itsproduction does not requires any special or expensive technologies.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1. Laternal view to section of aerodynamical generator with sectionof hydraulic cylinders for control of work of generator.

FIG. 2. Aerodynamic generator with Control head and drive shaft.

FIG. 3. Presentation of transformation of translational speed at theentrance of stator into tangential speed at the exit from stator inregard to way of rotor blade.

FIG. 4. Rotor of aerodynamic generator together with hydraulic Controlhead and drive shaft.

FIG. 5. Blade of rotor.

FIG. 6. Cross-section of rotor blade.

FIG. 7. Presents periodic change of angle of attack of rotor blades inperiod of one rotation.

FIG. 8. Presents periodic change of angle of attack of rotor blades inthe state of produce of Lift and Propulsion's vector (P).

FIG. 9. Presents constant value of horizontal component of Lift Vector.

FIG. 10. Control head of Lift Vector.

FIG. 11. Lateral section of hydraulic cylinders on control head ofaerodynamical generator.

FIG. 12. Aeromobil, family version

FIG. 13. Aeromobil, sports version.

FIG. 14. Basic parts of Aeromobil.

FIG. 15. Disposition of Lift vector in order of soaring or verticaltranslational motion.

FIG. 16. Disposition of Lift vector and Thrust vector within horizontaltranslational motion.

FIG. 17. Disposition of Thrust vector and Lift vector during productionof turn around axis z.

FIG. 18. Disposition of Lift vector during production of turning momentaround axis y.

FIG. 19. Disposition of Lift Vector during production of turning momentaround axis x.

FIG. 20. Steering controls of Aeromobil.

FIG. 21. Lateral section of Thrust Vector control.

FIGS. 22 and 23. Section of Distributor and hydraulics of controldirection, altitude and bylateral.

DETAILED DESCRIPTION OF THE INVENTION

Aeromobil is dynamic flying machine. It produces necessary force forlift, thrust and control moments, in aerodynamic generators. Aerodynamicgenerator is compound of two main parts, Aerodynamic Stator andAerodynamic Rotor.

Stator has function to transform translational air speed (which occursduring translational motion of the aircraft) into secondary rotating airspeed, which has same direction as well as primary rotating air speed ofrotor. In that way, total rotating air speed in generator duringtranslational motion is increased to value of secondary rotating speedwhich is proportional to translational motion of the aircraft.

Stator is round aerodynamic grid consisted of aeroprofile put parallellyin regard to drive shaft of rotor (FIG. 2). Aeroprofiles of stator (10)are placed so that translational and parallel air stream (which occursat entrance in stator's aeroprofiles) is transformed into rotating airstream at the exit of stator's aeroprofiles. Output air speed hasdirection of tangent line on circle orbit of blades of rotor. Frontresistance is lower and total aerodynamic force is positive or zero byputting blades of stator in this way. To achieve this, it is necessaryto put two line of stator blades in the position of. stator where liftis negative. It means upper-blades and down-blades of stator arereciprocally opposite. Only the part of stator which produces lift forcehas a line of blades which are twice bigger proportionally than bladesfrom double line. Besides, it is necessary that rotor rotates indirection of watch hand. Stator is immobile and attached to fuselage ofthe aircraft.

It is closed from lateral sides so that air can get inside stator onlythrough fissure among stator blades.

Rotor of aerodynamic generator is the most important part of theaeromobil (FIG. 4). Rotor generates necessary aerodynamic force for liftthrust and control moments. It is consisted of Drive shaft (13), Blades′carriers 4), Blades′ guide (5), and Control head.

Drive shaft (13) is placed horizontally and goes through center ofrotor. This shaft has function to move rotor and in the same timeaccepts all aerodynamic and gravitational force of the aircraft.

Blades′ carriers (4) have function to hold rotor blades (19) and theyare firmly attached to Drive shaft and they rotate together with it.Guide (5) has function to guide guiding shaft of rotor blades and givethem necessary eccentricity. It is not fixed with Drive shaft (13). Itis connection between Control head and blades of rotor (19).

Rotor blades (FIGS. 5-6) are streamlined bodies of symmetricalaeroprofiles with constant vertical section. They have function togenerate aerodynamic force necessary for lift, thrust and control.

Two shafts placed parallelly with its front and back edge are situatedon them. These are Main shaft (8) and Guiding shaft (2). Main shaft (8)goes through rotor blade center of gravity and through center ofaerodynamic lift which should go along with blade center of gravity(19). This shaft takes on all centrifugal and aerodynamic force fromblade and transmits them to carriers of blade (4).

Blades generate aerodynamic force in the way that Main shaft (18) ofrotor blade (19) rotates around Drive shaft and Guided shaft (2) ofblade (19) rotates around shaft of Eccentric bearing (21).

In that way, blades are placed in necessary angle of attack which is thebiggest on that part of orbit were eccentricity of Guided shaft (2) isthe biggest (FIG. 7). Just on the same place intensity of aerodynamicforce is the biggest as well. (This is intensity of its verticalcomponent which presents Lift vector.) Direction of this vectorcoincides with direction of vector of eccentricity of Eccentric bearing(21) with initial point in the center of Drive shaft (13). Duringturning of this eccentricity or its increase, lift direction and itsturning are also increased (FIG. 8). All horizontal components arecancelled mutually in the way that horizontal component of aerodynamicforce of blade (which is located in the first quadrant of circle orbit)is cancelled by horizontal component of neighbouring blade in secondquadrant (FIG. 9). In any point of blade's orbit these components havesame intensity and opposite direction. In the same way horizontalcomponent of aerodynamic force (which is located in third and fourthquadrant of circle of orbit of rotor blade) are cancelled.

Every rotor has four blades put symmetrically in regard to Drive shaft(13), so that only one blade of rotor can be found in every quadranteach moment. Forming of angle of attack is done according to sinus lawwhich provides constant value of total sum of Lift vector of all fourblades, no mater in which point of circle orbit blades are found. Guidedshaft (2) has function to put blades in necessary angle of attack. Also,this shaft transmits one lesser part of aerodynamic force to Drive shaft(13) across Guide and Eccentric bearing which is necessary formaintaining of lift direction independent from position of the aircraftbody which happens in Extreme order of control.

Control head of rotor (FIG. 10) is consisted of one Eccentric bearing(21), two Carriers of Eccentric bearing (25), three hydraulic Cylindersfor change of angle of attack (CCAA) of rotor blades, two hydraulicCylinders for change of lift direction (CCLD), Electromagneticconnection (32), rotating hydraulic connection (33) and rotor carriers(23).

Eccentric bearing (21) has function to carry guide (5) and gives itnecessary eccentricity in relation to Drive shaft (13) of rotor. It isconnected with pistons of hydraulic CCAA which can move up and down ifnecessary. During this, it increases and reduces eccentricity ofEccentric bearing (21), that is, increase and reduce of angle of attackof rotor blades (19), which, in the end, causes increasing, reduce oftotal aerodynamic force. This eccentricity can be as positive as well asnegative.

Hydraulic CCAA (FIG. 11) are: Cylinder of group change of angle ofattack (CGCAA) (20), Cylinder CMx (7) and Cylinder CMy (9). Mutualposition of these cylinders is conditioned by function they do. Becauseof this, CGCAA is put as a base for other two cylinders. Piston of thiscylinder (6) is connected to CMy (9) cylinder body. Piston of thiscylinder (36) is connected with Eccentric bearing (21) that is, withGuide (5).

During work of piston in CGCAA(38), other two cylinders are movedtogether with its pistons. It is further transmitted to Eccentricbearing (21) i.e. to change angel of attack of rotor blades (19) duringwork of piston in cylinder CMx (7), translational motion of piston andcylinders CMy (9) happens, and all this move Eccentric bearing (21) indirection of cylinder's piston CMx's motion. In this case, cylinder aswell as piston CGCAA (20) are not moving. During activation of cylinderCMy (9) only its piston moves tighter with Eccentric bearing. Duringthat time, piston CGCAA and CMx (97) are still.

Function of hydraulic CGCAA (20) is to bring about equal andsimultaneous change of angle of attack of rotor blades (19) on all four(or even more) aerodynamic generators (40). Cylinder CMx (7) hasfunction to produce equal but regarding to direction, opposite change ofangle of attack of lateral generators.

Cylinders CMy (9) have the same function, only their effect is relatedto two front and two back generators.

Hydraulic cylinders for change of lift direction (CCLD) are: Cylinderfor group change of direction of lift (CGCDL) (10) and cylinder CMz(12). These cylinders differ from CCAA by the thing that their pistonscircle during work i.e. bring about rotation of object for which theyare tied. These cylinders are mutually placed in the way that activationof piston in CGCDL brings about moving of cylinder and piston CMz (12).During activation of Piston CMz (16), motion of CGCDL does not happenbecause these two are not connected physically. CGCDL (10) has functionto turn Eccentric bearing (21) around Drive shaft (13) and in this waychange direction of Eccentricity, which means that lift direction haschanged for the same angle value. These cylinders move direction of liftsimultaneously and in the same direction on all four generators.Cylinders CMz (12) do the same only their effect is pointed to lateralgenerators so that angle of Thrust vector is equal on both sides of theaircraft but has opposite direction.

Electromagnetic connection (32) is located between Piston of CMz (12)and Carrier of CGCDL. This connection has function to separate these twobodies in order to stop physical contact between Control head of rotorand aircraft fuselage. This is necessary when the aircraft should be inorder of work and when lift direction of all generators becomesindependent from position of the aircraft.

Rotating hydraulic connection (33) is consisted of mobile disk on whichare located receptacles for hydraulic cylinders and connection bodywhich is tightly tied to Carrier of generator (31) and from which goreceptacles to main hydraulic distributors. This connection providescharge to cylinder with oil under pressure in those conditions whenaircraft flies and it is necessary that lift direction is independentfrom position of aircraft.

Carrier of aerodynamic generator (23) has function to transmit allgravitational and aerodynamic loads from generator to fuselage of theaircraft. This is Bearing (13) through which goes drive shaft (13) ofrotor on it.

Basic concept of Aeromobil has four aerodynamic generators placed onangles of imagined rectangular base of aircraft (FIG. 12). Depending onthat whether this imagined base goes through gravitational center,above, or below it, the aircraft takes position of indifferent, labileand stable balance, respectively. On FIG. 10., this base goes throughgravitational center and it is in position of indifferent balance.

Aeromobil's fuselage has two basic shapes. One is family or cargo, (FIG.12.), and the other is sports version. Both fuselages are designed sothat their resistance force is lesser as much as possible. This fuselageshould produce aerodynamic lift which provides increase of Thrust vectoron aerodynamic generators during certain translational speed.

That phenomenon is particularly expressed in family model of theAeromobil which is in fact aerodynamic profile similar to wing ofairplane. Controls and flying instruments, motor group, fuel tanks andtransmission are situated in it. This fuselage (aerodynamic profile)could be. brought under favorable angle of attack during translationalspeed of the aircraft with the help of activation of hydraulic cylindersCMy (9) i.e. bringing about My moment.

Thrust group (42) is situated in back part of the fuselage (FIG. 14) andit is consisted of one or two engines or gas turbines which start Maindrive shaft (46) which again, by transmission and conical gears, startsall four drive shafts of rotor (13). Transmission is classic, it issimple, for -it dermands little ratio of transmission. Pilot and spacefor passengers are situated in the front part of the aircraft.

Controlling of the Aircraf

All necessary control moments are generated on rotors of Aerodynamicgenerators of Aeromobil (FIGS. 15-19). Each Aeromobil has fouraerodynamic generators placed on angles of imagined rectangular base ofthe aircraft. By increasing and reducing of total value of Lift vectoron each rotor or changing of its direction and course, it is possible toproduce necessary moments around all three space axles initiating withcenter of gravity of the aircraft. This opposite-proportional change ofintensity and direction of Lift vector on front two generators inrelation to back two brings about rotation around transverse axle y.This same change of intensity and direction of Lift vector on right twogenerators in relation to left generators brings about rotating momentround longitudinal axle x of the aircraft.

Opposite proportional change of direction of Lift vector on right inrelation to left generators brings about rotating around vertical axle zof the aircraft Change of intensity of Lift vector of each Aerodynamicgenerator is done by Cylinders of change of angle of attack (CCAA) whichincrease or reduce eccentricity of Eccentric bearing. Eccentricity istransmitted to Guiding shaft of blades which changes angle of attack ofblades that brings about change of Lift vector.

Change of direction of Lift vector is done by Cylinders for change ofdirection of lift (CCDL) which turns eccentricity of Eccentric bearingin relation to Drive shaft and brings about turning of direction of Liftvector in the same direction. In that way Lift vector gets translationalcomponent which is caused on all four generators in the same time andgives thrust force to Aeromobil. This thrust force (Thrust vector) isproportional to angle of turn of Eccentric bearing and intensity of Liftvector. AU these control moments are attained by specific hydraulicsystem of control.

This hydraulic system is consisted of cylinders which are on eachgenerator in number of five. These are: CGCAA (20), Cylinder CMx (6),Cylinder CMy (9), Cylinder CMz (12) and CGCLD (10). These cylinders areconnected to special hydraulic distributors by which work of cylindersis controlled.

In this system there are four distributors by which all aerodynamicforces on aeromobil are controlled (FIG. 20). Those distributors are:Distributor of group change of angle of attack of rotor blades (47),Distributor of thrust vector (49), and Distributor of break vector (50).

Distributor of group change of angle of attack (47) has function toactivate cylinders CGCAA (20) on all four generators simultaneously andequally. In this way, CGCAA causes change of angle of attack of blade(19) on all four generators. This brings about equal increase of lift onall four rotors. By this distributor, pilot controls with his righthand, and there is gas handle on its lever, so that work of engine andtotal value of lift can be controlled simultaneously by the right handin the same time.

Its design is identical to design of Distributor of thrust vector (49),with the only difference that it is handle, not a foot pedal.Distributor of thrust vector (FIG. 21) has function to activatecylinders CGCLD (10) simultaneously and equally on all four generatorsand brings about turn of eccentric bearing around thrust shaft which hasequal turn of direction of lift on all generators as its consequence.This gives thrust vector to the aircraft, which coincides with itsvertical axle and gives to the aircraft horizontal translational speed.

This distributor is consisted of Chamber of high pressure tl (54),Chamber of low pressure tl (53), Conductor of high pressure tl (77),Hydraulic connection for CGCLD (55), Pedal axle (56), Receptacle of lowpressure tl (57), Carrier tl (58), Border tl (59), and Spring padel(60). Distributor functions in a way that oil (under pressure) gets intocylindrical Chamber of high pressure tl (54) through axle (56) whichgoes through center of that chamber. By pressing on lever (51) thischamber (together with Conductor of high pressure tl (77) and Breechestl (2), turns itself around axle (56), opens hydraulic coupling forCGCLD (55). Upper coupling is connected to Conductor of high pressure tl(77) through which oil is sent to CGCLD (10). From the other side ofpiston of that cylinder oil comes back to Chamber of low pressure tl(53) and through Connection of low pressure tl (57) goes to oil tank. Byceasing of effect of force on pedal under effects of spring, Chamber ofhigh pressure, tl together with Conductor tl (77) and Breeches, gets toprevious position in which Hydraulic connections for CGCDL (55) areclosed, which provides the piston to preserve attained position and Liftvector by itself.

Distributor for Brake vector (50) has function to annul Thrust vectorand gives it opposite direction which it has in progressivetranslational motion ahead. Result of that is occurrence of negativethrust which put aircraft in soaring position, and according to wish,the aircraft can get into progressive motion backwards.

Distributor for control of direction, altitude and laterally (FIG. 22)has function to provide to the pilot setting of the aircraft in anyposition in space whether it is in order of soaring or translationalmotion in any direction. Distributor is consisted of: Chamber of highpressure (63), Chamber of Low pressure (70), Joint ball (71), Conductorof high pressure (64), Distributor cap for Cylinders CMz (65), Breech(68), Hydraulic connection for CMx (74), CMy (671, CMz (62), and Controllever (61). During effect on Control lever (61), which has two handles(for left and right hand), starts rotating of Chamber of high pressure(63) around Joint ball (71). During that conductor of high pressure (64)is connected to Hydraulic connection, which conditions pass of oil underpressure to hydraulic cylinder on Control head of Aerodynamic generatorwith simultaneous coming out of oil, on the other side of cylinder'spiston into Chamber of Low pressure (70) and from this over toConnection of low pressure (75) and into oil tank. Oil comes from oiltank into Chamber of high pressure (63), over oil pump, Connection ofHigh pressure (72), Carrier (73), Joint ball (71), respectively, andthrough Stopper (69) gets into Chamber of low pressure (63). In thisplace wall of Chamber of low pressure (70) keeps it, until lever ofcontrol and connection of conductor of High pressure (64) affectshydraulic connections.

During effect on lever of control (61) forward there is rotating ofChamber of high pressure (63) around lateral Stopper (69) and connectingof Conductor of high pressure (64) with Hydraulic connections CMy (67)which are situated on the outside of the wall of Chamber of lawpressure(70). In that moment there is connecting of conductor (64) onthe lower Hydraulic connections CMy (67), and from back outside of thisdistributor there is connection with upper Connection CMy. This bringsabout moving of the piston in Cylinders CMy (9) so that pistons in fronttwo generators go down and reduce angle of attack of blades i.e. liftuntil pistons in two back Generators go up and increase angle of attackof rotor blades i.e. lift. This control brings about occurrence whichresults in turning of the aircraft around transverse axle. Bringing oflever (61) into initial position there are turning off and ceasing ofturning of the aircraft around this axle for immediate putting in thesame level of the pressure on the both side of Piston of CMy. This makespossible for springs, which are situated in cylinders, to get pistonback to the initial position which leads to putting on the same level oflift on all four aerodynamic generators.

During effect on lever (61) in opposite direction, there is occurrenceof the same but in opposite direction. This turns itself off by bringingLever (61) into neutral position. If Lever for control (61) moves itselfright, there is connecting of lateral Conductors of high pressure onlower Hydraulic connections CMx (74), which is situated on the. rightside of the wall of Chamber of low pressure (70) and there is connectionof upper coupling on the left side, too. By this, oil gets into CMx (7)on Control head of generators in the way that pistons in CMx (7), on theleft side, go up and increase angle of attack of blades i.e. Lift vectoron the left side of the aircraft but Lift vector is reduced for the samevalue on generators on the right side of the aircraft. This brings aboutoccurrence of lateral moment which turns the aircraft aroundlongitudinal axle of the aircraft. Bringing the lever back into neutralposition this turns itself off.

During bringing of lever into opposite side, there is turn of theaircraft into opposite direction. If Lever of control (61) turns itselfaround vertical axle which goes through poles of Chamber of highpressure (63), there is connecting of Hydraulic Coupling CMz (62); whichis situated on Distributor cap (65); with Conductor of high pressure.This provides pass of oil from Chamber of high pressure (63) intoCylinders CMz (12) on Control head of rotor. That causes turning ofpistons of Cylinder CMz (12) around Drive shaft (13) of rotor whichbrings about turn of Lift vector. This also brings about occurrence ofLift vector which is according to intensity equal on right as well as onleft generators, but their direction is opposite. This process turns theaircraft around vertical axle z. Direction of turn of the aircraft isequal to direction of turn of Lever of control. By bringing of thislever into neutral position there is putting of pressure on both sidesof piston of cylinders CMZ (12) on the initial level. Under effect ofsprings (39) which are on both sides of pistons within these cylindersthere is bringing of lift of direction to initial position. By this,provoked coupling is off and turning of the aircraft around verticalaxle is ceased.

Total scheme of hydraulic control system of aeromobil is presented on(FIG. 23). All controls of aeromobil are independent from each other sothey can be switched on individually or all in the same time but theireffect will be totally preserved and independent. It means thatAeromobil can turn simultaneously around all three space axles and itcan go up and move translationally in any direction.

Aeromobil has two orders of control: Optimal order of control andExtreme order of control.

Optimal order of control is condition of control when direction of forceof lift of aerodynamic generators is tied to position of the aircraft inspace (it means that if the aircraft turns itself into any directioni.e. around any of its space axles), for the same angle and into samedirection is direction of lift force turned. However, in order ofextreme control direction of lift force is not tied to position of theaircraft in space; therefore, in this condition, control of the aircraftcan be turned and even rotated around its transverse axle y. And duringthis, lift direction of the aircraft will stay the same as in the momentwhen the aircraft gets into this order of control. It means that theaircraft (if it was in the, soaring position on constant height) in themoment before getting into Extreme order, preserves that soaring state(condition ) and the height, and if it turns itself for 180 degrees, itis turned itself totally upside down. This order makes possible for theaircraft that its vertical axle x can take any direction in space, andin the same time, the aircraft soars and changes height. Aeromobil canalso have translational speed in direction of its cross (transversal)axle y. During this motion it can turn itself or even rotate for fullcircle around its cross axle X; and during motion of the aircraftneither height nor direction is changed.

Extreme order of control is activated by pressing electric switch (78)which is located in the top of lever of Distributor of control todirection, height and laterally (48).

By pressing this button electromagnetic coupling is activated (32) which20 separates hydraulic cylinders CGCAA (20) from hydraulic cylindersCGCLD (10). That separates physically cylinders of angle of attack,together with Eccentric bearing (21), and Guide (5), Eccentric bearing(21), Hydraulic cylinders COCLD (20), and in this way transmits grip ofthis vector to center of Drive shaft (13) which direction is identicalwith direction of lift vector. In this way, lesser part of aerodynamicforce is transmitted to Drive shaft (13) not only over Main axle ofblade (18) and carrier of blades (4) but over Guide axle of blade (2),Guide (5) and Hydraulic cylinders CGCAA (20). So aerodynamic force ofrotor blades (19) maintains direction of aerodynamic force. As fuselageof the aircraft is separated from cylinders CGCAA (20), Eccentricbearing (21), and Guide (5); it provides to Eccentric bearing (21) tomaintain direction of its eccentricity regarding Drive shaft (13)although fuselage itself turns around that axle.

In Extreme order of control of aeromobil, only cylinders of change ofangle of attack (Cylinder CGCAA (20), Cylinder CMx (7), and Cylinder CMy(9)) are active, until cylinders of change of direction of lift(Cylinder CMz (12), and Cylinder (10)) are excluded (switched off), fortheir work in that order have no sense. By repeated press on switch (78)of Extreme order, effect of electromagnet on electromagnetic coupling(32) stoops, and under influence of springs there is connecting ofCylinders of change of angle of attack with cylinders oflift-direction-change so that aircraft gets into optimal order ofcontrol.

In FIG. 1 is shown a Lateral view to section of aerodynamical generatorwith section of hydraulic cylinders for control of work of generator 5including a (1. Stator blades, 2. Guiding shaft, 3. Crevice for guiding, 4. Girder of blades, 5. Guide, 6. Piston of cylinder CMx, 7. CylinderCmx, 8. Hydraulic links, 9. Cylinder Cmy, 10. Cylinder CGCLD, 11.Cylinder piston CGCLD, 12. Cylinder CMz, 13. Drive shaft, 14.Counterweight, 15. Ball bearing, 16. Piston of cylinder CMz, 18. Mainshaft, 19. Rotor blade, 20. Cylinder CGCAA, 21. Eccentric bearing)

In FIG. 3 is shown a Presentation of transformation of translationalspeed at the entrance of stator into tangential speed at the exit fromstator in regard to way of rotor blade. (Translational speed ofaircraft).

In FIG. 4 is shown a Rotor of aerodynamic generator together withhydraulic Control head and drive shaft.

In FIG. 5 is shown a Blade of rotor including a (26. Guiding shaftbearer, 27. Blade body).

In FIG. 6 is shown a Cross-section of rotor blade.

In FIG. 7 is shown a periodic change of angle of attack of rotor bladesin period of one rotation including a (Lift vector (L), Aerodynamicalresistance force (Rx), Drive shaft center (0p), Center of Eccentricbearer (0e), Main shaft center (Og, Guiding shaft center (Ov).

In FIG. 8 is shown a periodic change of angel of attack of rotor bladesin the state of produce of Lift and Propulsion's vector (P).

In FIG. 9 is shown a constant value of horizontal component of LiftVector. (N) Horizontal component of Lift Vector. (Lr) Radial componentof Lift Vector.

In FIG. 10 is shown a Control head of Lift Vector including a (28.Cylinders′ carrier, 29. Cylinder carrier CGCLD, 30. Cylinder's carrierCmz, 31. Carrier of rotating hydraulic link, 32. Electromagnetic link,33. Rotating hydraulic link, 34. Drive shaft bearing, 35. Cylinderpiston CMz)

In FIG. 11 is shown a Lateral section of hydraulic cylinders on controlhead of aerodynamical generator including a (36). Piston of cylinderCMy, 37. Spring, 38. Piston of cylinder PNU, 39. Spring for piston CMz)

In FIG. 12 is shown a Aeromobil, family version

In FIG. 13 is shown a Aeromobil, sports version.

In FIG. 14 are shown the Basic parts of Aeromobil including (Aerodynamicgenerator, 41. Fuel tank, 42. Engine group, 43. Seats, 44. Rotor ofaerodynamical generator, 45. Stator of aerodynamical generator, 46. Maindrive shaft)

In FIG. 15 is shown a Disposition of Lift vector in order of soaring orvertical translational motion.

In FIG. 16 is shown a Disposition of Lift vector and Thrust vectorwithin horizontal translational motion.

In FIG. 17 is shown a Disposition of Thrust vector and Lift vectorduring production of turn around axis z.

In FIG. 18 is shown a Disposition of Lift vector during production ofturning moment around axis y.

In FIG. 19 is shown a Disposition of Lift Vector during production ofturning moment around axis x.

In FIG. 20 is shown the Steering controls of Aeromobil including (47.Distributor for group change of angle of attack, 48. Distributor forcontrol of direction, altitude and laterally, 49. Thrust Vector pedal,50. Brake Vector pedal.

In FIG. 21 is shown the Lateral section of Thrust Vector controlincluding (51. Pedal, 53. Low pressure chamber tl. 54. High pressurechamber tl., 55. Hydraulic connection for CGCLD, 56. Pedal axle, 57. Lowpressure connection tl., 58. Carrier tl. 59. Stopper tl, 60. Highpressure chamber body).

In FIGS. 22 and 23 is shown the Section of Distributor of controldirection, altitude and by lateral including (61. Lever, 62. Hydraulicconnection for CMz, 63. High pressure chamber, 64. High pressureconductor, 65. Distributor cap for cylinders CMz, 66. Low pressurechamber body dl, 67. Hydraulic connection for CMy, 68. Breech, 69.Stopper, 70. Low pressure chamber, 71. Joint bowl, 72. High pressureconnection, 73. Carrier, 74. Hydraulic connection for CMz 75. Lowpressure connection, 76. Shaft of distributor cap CMz).

What is claimed is:
 1. An aircraft comprised of: a fuselage; a driveshaft rotatably disposed in said fuselage, said drive shaft having anend; an aerodynamic generator disposed around said end of said shaftconsisting of an aerodynamic rotor attached to said end of said shaft;and an aerodynamic stator fixed to said fuselage over said rotor; acontrol device fixedly attached to said fuselage; said control devicehaving an actuator; said control device controlling said aerodynamicgenerator with said actuator; said control device being responsive to aplurality of commands; wherein said aerodynamic generator produces anaerodynamic force in response to one of said commands whose intensity,direction and sense of direction can be controlled through said controldevice; wherein vertical lifting and landing are achieved by orientingthe direction and sense of direction of the aerodynamic force verticallyin respect to the horizon plane; wherein said aerodynamic rotor furthercomprises a blade carrier fixedly attached to said shaft end; fouraeroprofiles disposed symmetrically about said shaft on said bladecarrier, said aeroprofiles having a Main Axis and a Guided Axis; saidcontrol device including an eccentric bearing having an eccentric axis;a guide linkably connecting said eccentric bearing and said guided axisof said aeroprofile; wherein the aeroprofiles are rotatably connected tosaid blade carrier about the Main Axis of the aeroprofile; saidaeroprofiles rotating around the Drive Shaft and oscillating in circlesaround the main axis of the aeroprofile wherein the Eccentric Bearingcan be translated with respect to the Drive Shaft and can rotate arounda center of Drive Shaft from 0 to 360°; wherein translating the centerof the Eccentric Bearing with respect to the Drive Shaft provokes aneccentricity of the Eccentric Bearing which is then transmitted by theGuide-bar to the Guided Axis on the rotor aeroprofiles, causing rotationof the aeroprofile around the Main Axis for the angle of attackproportional to the eccentricity of the Guide-bar and which in one fullrevolution changes as function of a sinus of an angle of the aeroprofilewith respect to a center of Drive Shaft.
 2. An aircraft comprising: afuselage; a drive shaft rotatably disposed in said fuselage, said driveshaft having an end; an aerodynamic rotor attached to said end of saidshaft; wherein said aerodynamic rotor comprises a blade carrier fixedlyattached to said shaft end and four aeroprofiles disposed symmetricallyabout said drive shaft on said blade carrier, said aeroprofiles having amain axle and guided axle and being connected to said blade carrier forrotation around the main axle; a control device being responsive to aplurality of commands, said control device being fixedly attached tosaid fuselage and including an eccentric bearing and said guided axle ofsaid aeroprofile; wherein said aeroprofiles rotate around said driveshaft and oscillate in circles around said main axle of the aeroprofile,and said eccentric bearing can be translated with respect to said driveshaft and can rotate around a center of said drive shaft from 0 to 360degrees; wherein translating the center of the eccentric bearing withrespect to the drive shaft involves an eccentricity of said eccentricbearing which is then transmitted by a guide-bar to said guided axle ofsaid aeroprofiles, thereby causing rotation of said aeroprofile aroundsaid main axle for changing an angle of attack proportional to saideccentricity, said angle of attack changing during one full revolutionas a function of a sinus of an angle of said aeroprofile with respect toa center of said drive shaft, whereby said aerodynamic rotor produces anaerodynamic force in response to one of said commands whose intensity,direction and sense of direction can be controlled through said controldevice; wherein vertical lifting and landing of said aircraft areachieved by manipulating the translation of the center of the eccentricbearing with respect to said drive shaft and orienting the eccentricityof the eccentric bearing, on all four rotors, vertically in respect tothe horizontal plane; wherein horizontal flight of said aircraft isachieved by orienting the eccentricity of said eccentric bearing, on allfour rotors, under certain angle in respect to the horizon, anddepending on whether the angle of rotation is in respect to the front orback part of the aircraft horizontal flight forward or backward,respectively, is obtained; wherein rotation of said aircraft aroundpitch axis is obtained by opposite changing the eccentricity of saideccentric bearing on two front-side rotors with respect to two back-siderotors in a way that if the eccentricity on front-side rotors isincreased, the eccentricity on back-side rotors is decreased for thesame value; wherein rotation of said aircraft around roll axis isobtained by opposite changing the eccentricity of the eccentric bearingon two left-side rotors in respect to two right-side rotors in a waythat if the eccentricity of the eccentric bearing on left-side rotors isincreased, the eccentricity of the eccentric bearing on right-siderotors is decreased for the same value; wherein rotation of saidaircraft around vertical axis is obtained by opposite rotating theeccentricity of the eccentric bearing on two left-side rotors in respectto two right-side rotors in a way that if the rotation of theeccentricity of the eccentric bearing on left-side rotors changes for acertain angle towards front part of the aircraft and on the left-siderotors towards back part of the aircraft or the opposite, the rotationleftward or rightward, respectively, will be obtained; wherein allcommands of the said aircraft are independent one from another and canbe applied one by one individually or all of them simultaneously,without changing the sense of any of them; no matter in which positionand speed the aircraft is.